Diesel hammer



w. V. sPuRLlN April 7, 1953 DIESEL HAMMER 5 Sheets-Sheet l Filed July 22, 1949 0 1 M wn Vddmn w 4 64.5' rra/PA/fy Apnl 7, 1953 w. v. sPURLlN 2,633,832

DIESEL HAMMER Filed July 22, 1949 5 sheets-sheet 2 l mmmmmm 60 -Jo 75 EE xa Y; as. J 70 7g2 2 6 WW 7@ l J Mgg@ TTayA/fy April 7, 1953 w. v. sPuRLlN 2,633,832

DIESEL HAMMER Filed July 22, 1949 5 Sheets-Sheet 5 April 7 1953 w. v. sPURLlN 2,633,832

DIESEL HAMMER Filed July 2 2, 1949 5 sheets-sheet 4 3 L k:206 .zag

t INVENTOR.' /////'0/77 `Z0a/f//0 H/.r Arran/ef W. V. SPU RLIN DIESEL HAMMER 5 Sheets-Sheet 5 Filed July 22, 1949 Patented Apr. 7, 1953 DIESEIL HAMMER William V.' Spurli', Indiana, Pa., assignortoSyntronCompanlHmer City,'j,Pa';, .a corporation of Delawarel Application Jlly 22,`-,1949,-Srial NO. 1069207 v 9.Cla,ims.

The diesel hammer comprising this inventionhas a cylinder lwith a freely moving* piston there# in' whichr functions` as a ram striking an anvil that closes the lower end of the Vcylinder-'and'dee-'- fining a diesel power' cylinder between the end of the pistonandthe'anvil. The upperend ofthe cylinder is closed and the upward strokeof theY piston isV employed for'compression; part' ofV its' stroke functioning 'to produce s'cavenging'ai'r-V for4 the4 power cylinder and" another' substantial: part of thepiston stroke Vcompressesv a considerablev volume of air inl aYA reservoir yor clearance volume; which energyis'later returned tothe piston.

The reservoir or'clearan'ce volume'is'associated with and `external tothe cylinder'` proper' and connected thereto by means of ports. This conf struction shortens the overall lengthofthe ham` mer.

The closing of theV ports" bythe piston provides an air lock between the end" of the piston andVY the cylinder closure' which" inY turn provides a stroke limiting means.

The value' of the compression ratio in the reservoir is determined from" an energy balanceat" full load. On the: power stroke'the'output ofthe' power cylinder is; stored in theformmf thep'o`- tential energy; that is, the'piston weight times" the stroke, plus the energy stored inthe formef' compressed'j air inv4 ther reservoir: minus= friction s andscavenging losses.- On the"-work"stroke"'this* energy minusv friction minus* scavenging/intake? losses and minus the-work of compression i'nthe power cylinder equals the useful workexpendd byA impact of theipiston'onrthe'anvil.

Therelati'vely large'volume of 'lowpressure' air compressed in' the Vreservoir makes possible" the'V most eflicient` use: of i the weight ofthehousing; and external parts attached th'eretcra'sa constant` resistingforce permittingthefl hammer tooperate at full load` withoutexcessive bouncingion: the object being' impacted. This' method: producesan effect similaritoa constantforce springy working'over a'longtravel. V l

It" has been found from' actual' operation'andA1 calculation thatVA thel compression'ratid in'vthe compression endiof the'hammer may be 11752v lto 215': l for 4 to2 strokes=on hammersdesignedto'i operate'- at full" -loadwithout an' additional; exeV` ternaloa'dorforcef required"l to keeptheihaminer*Y in contactwith the work: Y

For hammers designed to work'atfullloa'dlwitl'rV an` external' loader-force to keep* th'e^hannnerin" Contact' with the', work'thej stroke should bere'.- duced by using" compression iratios of'z tot Although the* hairnnerdoesY not operate on a true*double-actingprincipleg that'is energyfaddd at`botli` ends of theI piston; the energy 'output' and' frequency of movement of the pistonv is com` parable-toa double acting hammer since a1 verysubstantial amount, ranging from 40% to 95%-,

of the available energy isstoredin' theffrm of' tently operating ejector, drawing'air'pastthe finsf compressed` air and'4 recovered on the return stroke;

This arrangement, having a combustion cham beirsuppli'ed from a singlefinjection pump Yatfbut one' end andan energy-storing meansfat'thefother end produces impactl forces' both as to value andA frequency comparable -toa hammeriof thedouble acting type' having a combustion chamberV atv both ends and" requiring two ihjection'pumps and also'comparable in size and weight thereto. Anothery advantage asI compared to theV doublev act--A ing hammer ofthe same output Vwould'be a lower surface area to displacement volume ratio ofthe combustion cham'berfgiving lessrheatloss thereby providing easier starting and"-higher thermal eiliciency:

Fuel is injectedA intorthe* combustionv chamber' just before the piston strikes the anvil; The timingn of the injection of fueland the openingandclosingof the 'ports by thefpiston provides a` novel operating cycle of this diesel hammer;

When the'y piston is: ascending, scavenging` air is transmitted' through' two'passages and blows` downwardly througha series of directional semicircularly arranged ports4 that'cause' the' air to loop downv intof and" back" up the' power cylinder before being; expelled through the exhaust" port` immediately'followingthe exhaust of the prod#- ucts of combustion'leaving fresh air'for the" next combustion cycle; Further upward movement'by the piston. produces a small inux of air into theV power cylinder through, the exhaust'port which is afterwards expelled by thev descending strokek of the piston.

Under certain conditions where the total 'stroke is long compared to the power stroke, andv remains almost constant from idle, to full'load;I` it may be desirable to eliminate the scavenging .portion of. the cylinder. and. use that part off` the stroke inthe power cylinder from the opening oi .Y the exhaust ports. to the*totalstrokeforrthe purpose ofV scavenging.

When the products of combustion and the scavenging air are expelled from the exhaust' port they are directed through a nozzle on a.

housing that encases the cylinderwhich has longitudinally disposed'radial'nsv This nozzle confines the uidpressuredischarge to theatmosph'ere' which in turnv functions' as any intermitand around the cylinder, thereby functioning to cool the cylinder.

This piston functions on its downward stroke to actuate the fuel and lubricating pumps by operating one lever. The fuel pu-mp in turn operates two fuel injectors and the lubricating pump distributes lubricating oil to several parts cf the cylinder.

The fuel injectors discharge a metered quantity of fuel into upwardly open semispherically shaped chambers in the top of the anvil which is in effect a piston slidable in the cylinder within limits determined by a retaining ring that also prevents the anvil piston from rotating. The upwardly open semispherically shaped -chambers are adjacent a projection on the anvil which extends into a complementary space hollowed out of the bottom of the piston. When the latter descends this space is filled by the projection on the anvil and the displaced vair rushes downwardly in fixed tangential paths into the up wardly open semispherical chambers at the same time that the fuel is injected therein. This turbulent action of air into which the fuel is injected creates mixing of the fuel with air and the high temperature generated by compression Icauses the mixture to ignite as the piston strikes the anvil.

The piston is initially raised by a dead center linkage device that automatically trips when the piston is part way up its stroke. The particular arrangement of elements making up this diesel hammer permit it to operate on a minimum idling stroke which is bareiy enough to fully open the exhaust port. B y controlling the quantity of fuel per injection, the hammer can be readily controlled as to stroke and percussive power.

While, for the sake of clearness in illustration, the hammer is shown and described in use as a pile hammer with the cylinder in a substantially upright position, but it is obvious that the hammer may be arranged to operate in a position inclined to the vertical as may be required for various types of uses to which the hammer is applicable.

.Other objects and structural advantages are disclosed in the accompanying drawing, description and claims.

rIhe accompanying drawings show, for the purpose of exemplication without limiting the invention or claims thereto, certain practical embodiments of the invention wherein:

.Figs 1 and 1a provide a continuous View in vertical section of the diesel hammer comprising this invention;

Fig. 2 is a View in vertical section of another portion of the hammer with parts broken away;

` Fig. 3 is an enlarged View of the piston lifting linkage shown in Fig. 2;

Fig. 4 is a cross-sectional View taken on the line 4 4 of Fig. la;

Fig. 5 is .a cross-sectional view taken on the line 5 5 of Fig. la; Y

Fig. 6 is a cross-sectional View taken on the line 6 6 of Fig. la;

Fig. 7 is an enlarged View in front elevation taken from the plane 7 1 of Fig. la showingr the exhaust port;

Fig. 8 is a cross-sectional view taken on the line 8 8 of Fig. l;

Fig. 9 is an enlarged View partly in section o f the fuel and lubricating pumps;

j Fig. 10 is a sectional view of the fuel pump hydraulic remote control;

Fig. 11 is an enlarged sectional view illustrating the fuel tank; and

Fig. 12 is a diagrammatic View illustrating a pressure indicating card of the operating cycle of the diesel hammer.

Referring to Figs. 1 and la, the diesel hammer consists of the piston or ram I which is free to reciprocate in the cylinder 2. This piston is preferably of the differential type as shown but may be constructed as having a single diameter. The small diameter section 3 at the power end of the cylinder is equipped with rings i and operates in the power cylinder 5. The upper or large end of the piston 6 is equipped with the rings 'I and operates in the compressor chamber 8. The two sections of the differential piston form the intermediate annular shoulder 3.

,The cylinder 2 is preferably made up of two parts corresponding to the two sections of the differential piston. The lower cylinder section Iii contains the power cylinder 5 and the upper and larger cylinder section I contains the cornpressor chamber I3.

The lower end of the cylinder section il) is closed to complete the power cylinder by the anvil l2 which is actually a second piston provided with rings !3 and slidable between limits in the lower end of this cylinder.

As shown in Figs. la and lathe anvil i2 has the oppositely disposed slots I4 and I5 adjacent its annular striking head IG which engages directly on the piling I'i. These slots have the keys I3 and I9 extending thereinto, said keys being integral or attached to the ring halves 26 and 2i which are bolted with the piling guide ring 22 to the lower annular flange -23of the cylinder. The bore of the guide ring 22 is tapered as indicated at 2li to center and retain the top of the piling under the head i6 of the anvil. The bore of the iiange 23 of the cylinder Il is tapered as indicated at 25. to permit the cylinder 2 to belowered down over the anvil i2, the tapered bore 23 compressing the rings I3 for entering the cylindrical bore. When the anvil I2 has been inserted the half rings 26 and 2I are positioned and are bolted to the cylinder with the guide ring 22.

The top of the anvil has two upwardly open turbulent chambers 26 and 27 on opposite ends of a projection 28 that extends above` the piston striking surface 30 of the anvil. As shown in Figs. la and 5, these turbulent chambers are each cylindrical at the ltop and the bottom is semispherical. The cylindrical outline of the top follows up each side of the projection 28 forming the grooves 3I and 32 as shown in Fig. 5. The bottom surface of the piston I has the recess 33 to receive the projection 28 of the anvil. Clearance is made between the walls of the recess 33 and the projection 28 but the grooves 3I and 32 form the general avenue of escape for the air when displaced as the piston descends. The air displaced is forced down `the grooves and swirls in circular paths within the turbulent chambers 26 and 21. At this time the injectors 34 and 35 receive a metered quantity of fuel from the matched sections of the line 36 leading from the fuel pump 31. The metered quantity of fuel is atomlzed by injection and is thoroughly mixed with the turbulent air. The compression being sufficiently high and the injection properly timed by the arrangement of parts create combustion of the fuel at about the time the piston strikes the surface 30 of the anvil.

The combustion of the fuel forces the piston I'upwardl'y and' when its bottom edge-reaches"` the lowerv end of the exhaust' port 38 whichI isf' small amount of'fuel willcause 4the piston'tofapepreach' the top of the" exhaust port' 38 andfthusfi continue to operate without impact;on'theanvil` which is considered to be an'idling conditionJ.

A'slshown in Figs. la. and 6, the power:cylin`Y der' 5 is" provided with a semicircular serie'sof.` downwardly directed scavenging ports 4I. Thei. top a-n'd bottom margins of these ports'.4 slope.

downwardly asfthey pass through the lowerzoylin'eder' I0 and the arcuate manifold 42-traversing the scavenging ports on' the outside of the cylinder also has downwardly sloping walls.' Thus,v the piston starts-to uncover the exhaust port3v andthe products of combustion, which still represents' aA gaseous pressure, flow out the exh'austl port. Further upward 'movement of the'piston` uncovers'v the scavenging air ports'4I and thefair." rushes down on' one side of the powercylinder. forcing the balance or residue of the products of combustion 'upthe other'sid'e'of the powerV cylinder/and out the exhaust port. At about the'time thebottom of the piston reaches the top of theA scavenging air ports 4I, the top of the pistonhas' closed off the scavenging-air ports 43 inthe compressor chamber 8. The ports 43 are likewise disposed in an arcuate fashion and are .conlnected on theoutside by the arcuate manifold 44.

The ends ofthe arcuate manifolds 42 and.44 are'.

connected bythe tubes 45-and 46-as indicated in Figs. 1 and 8. The' dual or split conduits o'r.

passages 45 and 46, together with the'.` arcuate..

manifolds' at the ends, provide a uniform. dis.L tribution of the scavengingair. intowthepower;

cylinder 5. Thus, the scavenging air. strokefof the piston 6 extends from vthe;positionshown in'.

Fig.' Vl until the ports 43-are closed.

As` .said` stroke' of theA piston. continuese it 'dis'.-v placesfthe air through the arcuate.seriesfofportsV 4'1 tothe opposed air. tanks 48.. This. displaced...

the. top of the pistonthus quicklycompressing;`

theair. to a high pressure causing a quick. stop ofthepiston before. itistrikes. thehead 50. The

smallamount of air trapped for vcushion and stop purposeszand the large' volumeof air previously, compressedin the tank' 48 prevent. the' generation of considerable heat, thereby reducingthe losses of i the hammerv which is an". important' '0b.-

ject of. .thisv.invention.. Asthev pistonildes'cends' it.

uncovers-the ports' 41 whereuponltheair. com'- pre'ssed in'. the twin tanks 4B.I delivers its energy to the piston. Further return. movement of'the'i.

piston starts Ito'v uncover thehcompressor" scavienging ports 43. At this position the compressor chamber-8 is drawing a'slight Vacuum an'dafsmall' Yto ports-'4I are closed".kr The piston .continuesitofall until itstrikes the surface30 on the--anvilto' drivethe pile. The length of the grooves I4 andi.

endslof"thegroove' to' engage th'eshalf rings- 2l).M

and 2I`. Infact, the'cylinder 2 follows'the-anvilvv so' closely that it is not .jarredor bumpedwhich is one of the important'advantagesin.tliefopera-V tion 'ofthe hammer.

Itwillbenote'd in'v Fig.' Ltha't'the upperrrendsfofth'e'"cylinder'sections' I0 andxl Il are beveled'4 at' 5I and-52.y The beveled surfaceil is for"the'-'pur;r pose of compr'essing'theriri'gs4 to fit in the. power' cylinder 5'and.the beveled surface 52 is to 'come' press the' rings 'I of thellarger end' 6 of the-pistonl asit is" lowered in the' top of'th'e cylinder: I in asi#Y sembling the hammer. These cylinder sections'. as'lwelll a'stliel head 50" are bolted together. and the' cylinders 'have interlitting' parts as 'findicate'dr at 53 which' align said'sections.

In starting the piston is raised bya hoist'to an. elevation' required to obtain enough energy for the rst'compression' stroke' in the. power cylini der 5. This is accomplished by the carriage54 slidable in the tubular channel 55V preferably totally enclosed on the sideof the cylinder; I I as shown in Fig.' 2. The channelV 55 does noti in.=

terfere. with the arcuate manifold 44 but it ex tends for a' susbtantialdistan'ce along the cylin der II and lies between th'e conduits 45 and 46'. Anextension tubing passes from the chan.-4 nel 5'5through the. tank 43. The carriage 54 isv liftedyby the cable. 51 which has. an eye onits upper end for the purpose. of receivingv a hoist. hook. The channel 55 is circular. in cross secf tion and. av longitudinal'. portionv 58. thereof' is opened. into the' bore. of the cylinder H The bottom of the channel-.55 is closed by the casing, extension which'. is attachedto the cylinder' section I0 and tsfthe. bottom of' the. channel. 55'attached tothe-cylinder section I I asshownl in. Fig. 3.

The: carriagev 54 is' cylindrical in horizontal cross'ese'ction and isi provided. with: an irregular longitudinal groove'. 6I formed to receivethe sev'' eraly links andlevers making' up thelift'.. Thev cablef51'is'heldby'the cross pin. 62 and .thelever' 63, `whicliis asingle member pivoted on' the-pin 64 and havingy recesses on ea'ch side thereoftoreceive a'. pair of links 65. pivoted. at 'their' upper4 ends' on' the pin B6 passing through' the'. interxmediate portion of the lever $3. extendsithrough' the slot 58, and is.: never out of engagement'therewith'whichprevents rotation'of. the'ca'rriagei54, and' engages under'. the shoulder 9 of. the...piston. I. Thetip'of the lever 63' depresse'dto provide a. heavyv crossesection ati Thelower ondsof the' pair o'flinks.

Thus, three'. pins' 62', 64 and 1I arexmount'edlin.. Theotlfier` armA I2 of the bell criank'- theLcarriage. is bifurcat'ed.. and extends outwardly' into.' the.' slot' 58. The overall width of. the bifurcated arm IZof thebell crank leverv 10 isfgreaterzthan'.v that of the'vlifting leverv 63.

side of the slot 58 as shown in Fig. 2.when' the-f carriage154 isfelevated' toits' upper `limitof travel; whereas' theA left'.y arm... 63 p'asses between'. saldi and 46fromi'thecombustion#olamberr'beforethel 75T, shoulders;

The lever' 63:.

Thus, the prongsvr of the: lever 'I2 engage the shoulders' I3 on each:v

The pivotal centers of the pins 66, 61 and 1| lie in an over dead center alignment when the lower end of the pair of links 95 and bell crank arm 88 engage the abutment lug 14 in the slot 6| of the carriage. When the links are in this position the arm 63 will be extended and engage under the shoulder 9. A detent is provided on the hub of the bell crank lever 19 to hold the arm 63 extended until weight is assumed by the arm 63. The piston 9 may revolve in its cylinder so the arm E3 may not always engage the pistonvat the same spot. When the piston is raised until the top thereof is above the scavenging ports 53, the prongs ofthe bifurcated lever 12 engage the stop shoulders 13 causing the bell crank to swing clockwise past dead center alignment, thus dropping the arm 93 and allowing the piston to fall. A hoist is used to hook on the cable 51 for the purpose of lifting the piston.

When the carriage is lowered it strikes the rubber bumper 15 in the bottom of the casing 69. The bifurcated arm 12 of the bell crank lever 19 will be extending downwardly but it will not swing counterclockwise until the hand line 16 is pulled to rock the lever 11 and raise the f ing is used in order to prevent accidental engagement of lever 93 with shoulder 9 while the hammer is operating.

When the piston falls in cylinder 2, the upper section 9 adjacent the shoulder 9 engages the bell crank lever 89 along the cam surface 8E of the upper arm 82. This lever 89 is pivoted on the pin 83 in the slot 84 at the bottom of the cylinder section The lower arm 85 of the bell crank engages the plunger 86 of the fuel injection pump 31 to supply a metered quantity of fuel to the injectors 34 and 35. The arm 85 has a detachable hand lever 81 for operating the fuel pump 31 to manually prime the system. The fuel is fed to the pump 31 by gravity through the line 88a from the tank 88 attached to the cylinder below the twin air chamber tanks 48. The fuel passes through the iter 39 re movably mounted in the bottom of the tank as shown in Fig. 1l.

The upper levergarm 82 of the bell crank 89 has the link 99 pivotally connected thereto. The other end of the link is in turn pivotally connected to the arm 9| that actuates the ratchet 92 of the lubricating pump 93. Several distribution lines 94 conduct the lubricating oil to several points on the cylinder to lubricate the pistons movement. The lubricating oil is likewise fed by gravity from the tank 95 through the strainer 96 and the line 91. Thus, the piston feeds itself fuel at the same time that it supplies lubricant to the cylinder for its own operation which provides a novel structure of this disclosure.

The sides of the cylinder 2 opposite to that of the injectors, fuel pump and scavenging air passages are provided with the longitudinal guides 98 as shown in Fig. 5 for mounting the hammer in a frame having ways to receive the guides. This frame may be supported on skids to facilitate handling the hammer and frame. The top of the hammer is provided with the hoisting connection 99 as shown in Fig. 1 for raising or otherwise handling the mechanism with a hoist line. v

As shown in Fig. 12, the complete operating cycle of the combustion and compressor ends of the hammer fuel injection is indicated at |99 where the compression has substantially reached its maximum at |0|. The lupward expansion stroke follows along the dotted line to |92 where the exhaust port 38 begins toopen discharging the products of combustion. At the same time the compressor starts to compress air from |99 to |93 where the scavenging ports 4| open to aid in blowing out the power cylinder until the scavenging ports 43 are closed at |95. The power cylinder reaches atmospheric pressure at |94 after ports 43 are closed and remains in this pressure state until pressure starts to build up in the power cylinder when the piston is on its downward stroke and before the exhaust port 38 is closed as indicated. In the upper end of the piston stroke the power cylinder stays at a constant pressure so the line travels to |96 and back to |95. In the compressor phase the pressure increases from to |91 after which the ports 41 are closed and the small volume of air at the top of the cylinder quickly rises to a high pressure |98 and then the piston reverses following back almost along the same line except for unrecoverable losses to |95 and when the top of the piston is passing the scavenging ports 43 the chamber 8 is drawing a slight vacuum; thus the pressure falls rapidly below the atmospheric line to |99 where the ltered compressor inlet 49 opens and the air rushes in to ll the chamber 8 by the time the piston strikes the anvil as indicated at |99. In the power cylinder the pressure starts to rise before the exhaust ports are closed and continues to rise to point |9| where the piston engages the anvil, injection of fuel is made and combustion takes place.

The outer surface of the cylinder section I9 has a series of longitudinally disposed fins ||9 as illustrated in Figs. la and 5. These fins extend from above the exhaust port to above the flange 23 which amounts to the major exterior portion of the power cylinder 5. At the level of the center of the exhaust port 38, the fins are notched out to form a circular groove l which widens at the ports 38. A cover ||2 completely surrounds the ns ||9 and encloses the same for their full extent. The upper end of the cover is attached to lugs ||3 spaced around thecylinder but the cover is open at the lower end as indicated at ||5 to receive air. The lower ends of the spaces between the ns are closed by the cylinder preheating ring ||4 but the lower edge of the cover ||2 is spaced from the ring leaving an annular port H5. When the piston strikes the anvil and ignites the fuel by compression causing the piston to travel up the cylinder the products of combustion pass out through the sleeves 49 surrounding the exhaust ports 38 and pass out the ejector nozzle ||6 which is formed integral with the cover ||2 and surrounds the exhaust ports, the rapid movement of gases creating a suction drawing air from both ends of the casing past the ns ||0 to cool the power cylinder 5. The ejector nozzle ||6 has a ared mouth ||1 and extends sufficiently beyond the cover ||2 to produce a good suction without impeding the exhaust. The nozzle also extends for enough to protect the cylinder and piston from Weather although the sleeves and the nozzle should be cappedif the device stands idle.

tease-eas She amount :of :uelinjected-rper. strokejs conitrclled :from :the ground level, 1in the: case .of 'a .-rliesel hammer, rby :fa :hydraulic .remote :control asystem. :systemiconsistszof-a manually .actu- A:ated 'transmitterrhydraulic:cylinder 121,3 amounted Lati-ground level tand :connected by `a :hydraulic I flex'iblerhose His ,to-a:receiver:hydrauliccylinder '|20 "Whichlhas .an actuating armlZ'l connected .bysuitable linkage |221to'thetiuelspump rack 123. The :rackotates theiuel pump :plunger A'UNI :causingitheplunger helix I25.tonncover:the :bypass .port 12.6 thereby eiect varyingthe :displacement 'of ithe pump' from Azerozto i'discharge.

The hydraulic 'sremote .control :provides acou- V'frate :control of theioutput of .the .hammeriand *to the full Stroke with acorrespon'dingincrease in the quantity of fuel injected.

For eXtreme-'cold Weatherzstartingtthe cylinder preheating ring lill is provided at the lower end ci. the'power cylinder. The preheating ring;may :be `filled Vavvith "fuel and -ignited to produce an annular're"tohe'at'the 'cylinder Ywall to the .temperature required for easy starting.

While, for clarity 'of explanation, certain,pre n ferred `embodiments 'of -this invention 'have' been shown and describedgittis'.to-:beunderstood that thisiinvention is cap-able `of ymany modifications, and changes in the construction and arrange- V.mentmay `be made therein` and certainparts may be employed without conjoint usefof other parts and without departing from the spirit and scope of this invention.

.-I claim:

1. A diesel power hammer comprising a, lar member closed at its one end, a pile engaging anvil closing the other end of said tubular member, a percussion piston free to reciprocate in said tubular member and strike said anvil, fuel injection means to supply fuel between the anvil At idle or withoutrv ftubu-l:

ing -anviL and `closedfatits. other end Vto forman air compression chamber, .a percussion `piston free to reciprocate. in Ysaid tubular member. and vvstrike .said fanvil, fuel injection r:means vto supply fuel betweenthe anviland the `percussion piston where itis ignited to. movevsaid percussion'piston ltowardthe 'second mentioned endfof `the cylinder,

and -a laterally disposed .energy'storing and re- ;delivering chamber `having a connection only with the aircompression chamber of .saidftubular ,member that vispositioned to ireceive. only a Aportion of `thegases compressed by the percussion piston.

4. A dieselpower hammer comprising a tubu- .lar -member closed ,fatits one vend ,by apile -engaging anvil -toformra combustion chamberrand closed at its ,other` end to forman aircompression chamber, '.uninhibited Ainlet rand outlet -ports .in the air compression chamber of said .tubular member, scavengingaii' inlet and direct exhaust ports in the :combustion .chamber 1endf-of said ,tu- .bular member, al1ofsaidports vin the Ywall,oi"fsaid tubular member, aypercussion piston :freeyto xreciprocate in Asaid 4tubular .member fto Qpnzand yclose veach of .saidpcrts bysIiding Vpast the same and to. strike ysaid ,anvil, Yand conduit means iconnecting the scavenging air `,out-let andinlet ,ports inthe air compressionchambler and combustion chamber ends,'respectively, offgsaid tubular member.

5. .A diesel vpower .hammer :comprising :a tubularzmemberclosed atzits vone end togform anair compression vchamber vwith v inlet and .o utlet ports and closed atv its .other end`by ,an anvil-to' form a combustion `chamber with inlet :and exhaust ports, la percussion :piston free' to nreciprocate :in

vsaid 'tubular-.member `toppen and close fsai'd ports :and strike ,said' anvil, the inletandexhaustzports beingpositioned Adiametrically opposite f in the 'Walls ,of ithe fcombustion chamber, andrsaidcomlbustion Ychamber inlet :port receiving .compressed 'gases from said airicompression chamberrroutlet ports and shaped to direct :the gases'rtoward Vthe anvil and in the direction ofstheexhaustto form `a Yloop of scavenging :airtthrough' the .combustion lchamber when the-.ports of .thelatter are open.'

and the percussion piston Where it is ignited,

and a closed fluid energy storing and redelivering tank connected to the closed end of said tubular member to receive and store energy in a large volume oi fluid under pressure when the percussion piston moves away from the anvil and redeliver the stored energy to the piston on its return stroke.

2. A diesel power hammer comprising a tubular member closed at its one end by a. pile engaging anvil and closed at its other end to form an air compression chamber, a percussion piston free to reciprocate in said tubular member and strike said anvil, fuel injection means to supply fuel between the anvil and percussion piston where it is ignited, and a closed energy storing and redelivering compression tank having a connection with said air compression chamber and located in a position to be shut off by the movement of the piston before reaching the end of its stroke toward the second mentioned end of the cylinder.

3. A diesel power hammer comprising a tubular member closed at its one end by a pile engag- 6. A diesel power hammer comprising a cylinder closed at the top, an anvil member closing the bottom of the cylinder and having limited movement therein, a percussion piston member free to reciprocate in the cylindei` and dening a combustion chamber at the bottom and an air compression chamber at the top of said cylinder, an inlet port for said air compression chamber, a scavenging passage having a port in each chamber at each end to connect both of said chambers, a closed iluid tank connected through a port to the air compression chamber, an eX- haust port in the cylinder wall above the anvil member, the reciprocating percussion piston member opening and closing all of said ports, the yscavenging passage port in the air compression chamber being constructed to be closed by the percussion piston member before the port to said closed iluid tank is closed, fuel injection means actuated by the piston to supply fuel to the combustion chamber which is ignited about the time the percussion piston member strikes the anvil member, the exhaust port being constructed to be initially opened by the percussion piston member on its upward stroke before opening the scavenging port.

'7. A diesel power hammer comprising a cylinder closed at the top, an anvil member closing the bottom of the cylinder and having limited movement therein, a percussion piston member free to reciprocate in the cylinder and dening a combustion chamber at the bottom and air compression chamber at the top of said cylinder, an inlet port for said air compression chamber, a scavenging passage having a port in each chamber at each end to connect both of said chambers, an exhaust port direct to atmosphere in the combustion chamber wall above the anvil member, the reciprocating percussion piston member opening and closing all of said ports by sliding past the same, fuel injection means actuated by the piston to supply fuel to the combustion chamber which is ignited about the time the percussion piston member strikes the anvil member, the exhaust port being constructed to be initially opened by the percussion piston member on its upward stroke before opening the scavenging port.

8. A diesel power hammer comprising a cylinder with uniform bores at the ends thereof, a at transverse member closing the bore at the top, an anvil member closing the bore at the bottom and having limited axial movement therein, a percussion piston member free to reciprocate in the cylinder to engage both end members, said percussion piston member dening a combustion chamber with the bottom and an air compression chamber at the top of the cylinder, an inlet for said air compression chamber, a scavenging passage having a port in each chamber at each end to connect both of said chambers, an exhaust port for said combustion chamber, a closed fluid tank connected through a port spaced from said flat transverse member to produce an air cushion at the end of the cylinder to prevent the percussion piston member from engaging the fiat transverse member, said percussion piston member opening and closing all of said ports, said percussion piston creating a rebound cushion with said flat transverse member after compressing a large volume of low pressure air in said closed fluid tank and closing the port thereof.

9. A diesel power hammer comprising a cylinder closed at the top, an anvil member closing the bottom of the cylinder and having limited movement therein, a percussion piston member free to reciprocate in the cylinder and dening a combustion chamber at the bottom and an air compression chamber at the top of said cylinder, an inlet for said air compression chamber, a scavenging passage having a port in each chamber at each end to connect both of said chambers, an exhaust port in the combustion chamber, the reciprocating percussion piston member opening and closing all of said ports by sliding past the same, fuel injection means actuated by the piston to supply fuel to the combustion chamber which is ignited about the time the piston strikes the anvil member, the operation of the scavenging passageway port and said exhaust port in the combustion chamber being substantially coextensive by being opened and closed in unison, and the passage port in the air compression chamber being positioned to be closed when the combustion chamber ports are fully open to permit the hammer to idle with a stroke that partially opens the exhaust port.

WILLIAM V. SPURLIN.

REFERENCES CITED The following references are of record in the le of this patent:

UNITED STATES PATENTS Number Name Date 2,093,634 Cordes Sept. 21, 1937 2,112,368 Janicke Mar. 29, 1938 2,163,767 Steiner June 27, 1939 2,208,730 Pfeiffer July 23, 1940 2,265,285 Janicke Dec. 9, 1941 FOREIGN PATENTS Number Country Date 54,131 Denmark Jan. 3, 1938 102,633 Sweden Sept. 23, 1941 540,608 Great Britain Oct. 23, 1941 OTHER REFERENCES Ser. No. 370,141, Wohlmeyer (A. P. C.), published May 11, 1943. 

